Dispenser with radio frequency on-board vapor recovery identification

ABSTRACT

A dispensing system ( 10 ) that utilizes radio frequencies identification capabilities in a service station environment to reliably and accurately detect an on-board vapor recovery (ORVR) system in a vehicle ( 26 ). The dispensing system ( 10 ) includes a vapor recovery system ( 33 ) for recovering fuel vapors responsive to a fuel being dispensed. The vapor recovery system ( 33 ) has a disabling mechanism ( 42 ) for selectively preventing its operation. The dispensing system ( 10 ) also includes an antenna ( 22 A,  22 B,  24 A,  24 B) for detecting a radio frequency signal from a transmitter ( 23  or  25 ) in a vehicle ( 26 ). The radio frequency signal may be a single bit indicating that the vehicle ( 26 ) has the ORVR system, or may include additional bits indicating a type of fuel to be dispensed. When the transmitter ( 23  or  25 ) is within a predetermined distance from the antenna ( 22 A,  22 B,  24 A,  24 B), a controller ( 20 ) receives the radio frequency signal from the antenna ( 22 A,  22 B,  24 a,  24 B) and asserts a disable signal ( 41 ). The disabling mechanism, responsive to the asserted disable signal ( 41 ), prevents the vapor recovery system ( 33 ) from operating and thereby eliminates any unwanted accumulation of air.

CROSS-REFERENCE TO RELATED APPLICATION

[0001] This application claims the benefit of copending U.S. provisionalapplication Serial No. 60/077,801 filed Mar. 12, 1998.

BACKGROUND OF THE INVENTION

[0002] The present invention relates to dispensers and, moreparticularly, to fuel dispensers that use radio frequency identificationtechnology to automatically identify the presence of an on-board vaporrecovery system in a receptacle (e.g. a vehicle) with little or nocustomer interaction.

[0003] Many fuels, by their very nature, are hazardous materials thatrequire extreme care in handling and dispensing. For example, whendispensing gasoline into a vehicle's fuel tank, a significant quantityof gas vapor is typically released into the surrounding atmosphere. Forobvious reasons, it is undesirable to have gasoline vapors floatingaround the atmosphere. Therefore, state and federal environmental airquality regulations require that retail fuel dispensers in certain urbanareas have a system for recovering the gasoline vapors. These systemstypically include a small vacuum pump that pulls the vapor from aroundthe dispenser's nozzle during fueling and pumps the vapor into a holdingtank. Each system monitors the amount of fuel dispensed and collects aquantity of vapor in proportion thereto.

[0004] Additional regulations have required automobile manufactures toadd a carbon canister system to new vehicles. The carbon canistersystem, or on-board vapor recovery (ORVR) system, collects the vaporsduring fueling. As a result, new vehicles will have their own vaporrecovery systems and old vehicles will not; fuel dispensers located inurban areas will have their own vapor recovery systems while other fueldispenser will not. Therefore, two different types of vapor recoverysystems exist, neither system in 100% use throughout the United States.

[0005] A problem occurs when a vehicle with an ORVR system is receivingfuel from a dispenser with a vapor recovery system. In this situation,the dispenser's vapor recovery system recovers air with very littlegasoline vapor. Since this air is collected through the same nozzle,piping and underground storage tank in which gasoline vapors arenormally recovered, the air can mix with the vapors from other fuelingsand create an explosive atmosphere, thus creating a serious fire andsafety hazard.

[0006] One proposed solution is to provide each dispenser with aspecialized nozzle that detects the presence of the ORVR system.Additionally, a vehicle with the ORVR system is to be outfitted with acomplimentary device that registers with the nozzle. When engaged, thespecialized nozzle signals the dispenser's vapor recovery system to turnoff, thereby preventing the dangerous atmosphere described above.However, this solution has several drawbacks. For one, this solution israther complicated for the customer and therefore often will notactivate properly, or worse, damage the system and/or vehicle. Foranother, because of the mechanical nature of this solution, it requiresmaintenance and supervision to ensure its continuing performance.

[0007] What is needed, therefore, is a system and method that reliablyand accurately identifies a vehicle with an ORVR system and disables thevapor recovery system of a corresponding fuel dispenser accordingly.Furthermore, the system must operated in an environment having multipledispensers within close proximity to each other.

SUMMARY OF THE INVENTION

[0008] A dispensing system and method of the present invention,accordingly, utilizes radio frequency identification capabilities in aservice station environment to reliably and accurately detect anon-board vapor recovery system in a vehicle.

[0009] To this end, the dispensing system of the present inventionincludes a vapor recovery system for recovering fuel vapors responsiveto a fuel being dispensed. The vapor recovery system has a disablingmechanism for selectively preventing its operation. The dispensingsystem also includes an antenna for detecting a radio frequency signalfrom a transmitter in a vehicle. The transmitter, and hence the radiofrequency signal, serve to indicate that the vehicle has an ORVR system.When the transmitter is within a predetermined distance from theantenna, a controller receives the radio frequency signal from theantenna and asserts a disable signal. The disabling mechanism,responsive to the asserted disable signal, prevents the vapor recoverysystem from operating and thereby eliminates any unwanted accumulationof air.

[0010] The present invention overcomes the above-noted problems with theprior art by providing a reliable, safe, customer-friendlyidentification system that can automatically identify an on-board vaporrecovery system on a vehicle, and disable the dispenser's vapor recoverysystem accordingly. The system of the present invention interfacessmoothly with existing service station systems to provide seeminglytransparent operation.

BRIEF DESCRIPTION OF THE DRAWINGS

[0011]FIG. 1 is a schematic block diagram illustrating an overhead viewof a service station equipped with the identification system of thepresent invention.

[0012]FIG. 2 is a simplified schematic of a receiver for use with thesystem of FIG. 1.

[0013]FIG. 3 is a simplified diagram of a dispenser used with the systemof FIG. 1.

[0014]FIG. 4A is a side view of a dispenser used with the system of FIG.1.

[0015]FIG. 4B is an end view of the dispenser of FIG. 4A.

[0016]FIG. 5 is a partial rear perspective view of the back end of avehicle illustrating the placement of high and low vehicle-mountedtransmitters used with the system of FIG. 1.

[0017]FIG. 6 is a simplified schematic of a transmitter for use with thesystem of FIG. 1.

[0018]FIG. 7 is a graph plotting transmitter capacitor voltage withrespect to time for a transmitter used with the system of FIG. 1.

[0019]FIG. 8 is a schematic representation of a service stationenvironment and the arrangement of dispensers therein illustrating areader synchronization strategy for the system of FIG. 1.

[0020]FIG. 9 is a flowchart illustrating the operation of the system ofFIG. 1.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0021] In FIG. 1, the reference numeral 10 refers to a dispenser systemembodying features of the present invention. The system 10electronically identifies a receptacle (e.g., a vehicle) having atransmitter and disables a dispenser-related process accordingly. Forexample, the system 10 allows customers to drive their vehicle directlyup to a fuel dispenser and immediately begin pumping fuel, while at thesame time preventing the undesired accumulation of air by thedispenser's vapor recovery system.

[0022] The Dispensers

[0023] In one embodiment (FIG. 1), the system 10 is implemented in aservice station environment that includes two service islands 12, eachhaving two dispensers or fuel pumps 14, it being understood that thenumber of islands and pumps, as well as their geometry and relationshipto one another, may vary according to the requirements of theenvironment. All of the dispensers 14 provide a dispensing area on eachof the opposing sides of the dispenser, each of which having at leastone fuel nozzle 15 and a customer activated terminal (not shown) forperforming traditional dispensing functions as well as the functions tobe described in detail below.

[0024] It is understood that the illustration is not necessarily drawnto scale. In a typical service station, the width of the dispensers 14is approximately 4 feet. Furthermore, the distance between thedispensers 14 on a single island 12 is approximately 8 feet, and thedistance between facing dispensers 14 of adjacent islands 12 isapproximately 20 feet. Each fuel dispenser 14 has two separatedispensing areas, one on each side of the dispenser 14, where the fuelnozzles are located. Each dispensing area typically also has a customeractivated terminal (“CAT”) that a customer uses to make variousselections. Other possible arrangements of the system 10 includeenvironments with more than two service islands, not necessarilyparallel to one another, or arrangements in which the islands form acircle with inner and outer rows or islands.

[0025] Radio frequency receivers 20 are included with each of thedispensers 12. Connected to each receiver 20, and mounted to each fueldispenser 14, are one or more antennas. For example, two (2) overheadantennas 22A, 22B are mounted to the top of the dispenser 14 (on eachopposing side thereof) for detecting high-mounted ORVR transmitters 23and two (2) antennas 24A, 24B are mounted inside the head of thedispenser 14, one on each side of the dispenser, for detectinglow-mounted ORVR transmitters 25. As discussed in detail below, eachreceiver 20 reads ORVR identification (ORVR-ID) data detected by theantennas 22A, 22B, 24A, 24B from the transmitters 23 or 25. Eachreceiver 20 also includes an amount of control logic (hereinafterreceiver, controller) that in alternative embodiments, may be separatedout into one or more discrete components. It is contemplated that avehicle 26 entering a dispensing area in front of one of the fueldispensers 14 will include a transmitter 23 mounted thereto such thatthe antennas 22B, 24B (as shown in FIG. 1) on the dispenser 14 nearestthe vehicle will read the ORVR-ID data contained in the transmitter.

[0026] Referring also to FIG. 2, functionality of thereceiver/controller 20 may be illustrated by a simplified schematic ofthe antenna 24, a pair of capacitors 27 a, 27 b, an amplifier 28 and acontrol unit 29. The antenna 24 is illustrated by a single lead coilparallely connected to the capacitor 27 a and serially connected to thecapacitor 27 b. It is anticipated that different types or configurationsof coils may be used, such as a coil wrapped around a ferrite rod toreduce the size requirement of the coil. The capacitors 27 a, 27 b serveto tune the receiver 20 to a particular frequency. The antenna 24 drivesthe tuned signal to the amplifier 28, which may also include one or moreactive filters. The output of the amplifier 28 is then provided to thecontrol unit 29, which drives a CONTROL signal 30 accordingly.

[0027] Referring also to FIG. 3, each of the nozzles 15 is connected toone or more fuel tanks 31 through one or more fuel pipes 32. The nozzles15, fuel tanks 31, and fuel pipes 32 operate in a normal, conventionalmanner and will therefore not be further discussed. Surrounding eachnozzle is a vapor recovery system 33. The vapor recovery system includesa vapor pipe 34 which is connected to a vapor recovery tank 36. Thevapor recovery tank 36 exerts a negative pressure (as compared to normalatmospheric pressure) so that when the nozzle 15 is dispensing fuel, thevapor recovery pipe 34 collects a quantity of vapor in proportion to theamount of fuel dispensed. For the sake of clarity, the fuel pipes 32 andvapor pipes 34 servicing some of the nozzles 15 are not shown in FIG. 1.

[0028] Imposed in the pipe 34 is a plurality of vapor pumps 36associated with each nozzle 15. The vapor pump 36 is positioned in thepipe 34 so that each pump controls a single nozzle. Although not shown,in an alternative embodiment, a single multi-path vapor pump maysimultaneously control multiple nozzles. In these embodiments, simpleopen/shut flow valves may be associated with each nozzle 15. The vaporpumps 36 (or the open/shut flow valves) operate between an “off”(no-flow) or “on” (flow-through) state responsive to the correspondingreceiver/controller 20.

[0029] A positive-logic AND gate 38 illustrates the basic enable/disablefunctionality for the vapor pump 36. The AND gate receives the CTRLsignal 30 (inverted) from the receiver/controller 20 and a FLOW signal39 from a flow detector 40 in the fuel pipe 32 to produce a DISABLEsignal 41. The DISABLE signal 41 operates a disable mechanism (e.g., anoff control) 42 to control whether or not the vapor pump 36 may operate.In the present illustration, the inputs and output of the AND gate 38operate as described in Table 1, below.

[0030] It is understood, however, that the AND gate 38 is meant as afunctional illustration and different techniques are anticipated forcontrolling the vapor pump 36 operation. TABLE 1 ORVR detected FuelDispensing Pump 36 Disabled (CTRL Signal 30) (FLOW Signal 39) (DISABLEsignal 41) TRUE FALSE TRUE TRUE TRUE TRUE FALSE TRUE FALSE FALSE FALSETRUE

[0031]FIGS. 4A and 4B illustrate a possible arrangement of the antennason the dispensers. In this embodiment, the antennas 22A, 22B are mountedto a top 46 of the dispenser 14 and extend outwardly from sides 48A, 48Bof the dispenser 14. In one embodiment, the antennas 22A, 22B extend inparallel (FIG. 4A) with the dispenser 14, while in another embodimentthey extend at an upward angle (FIG. 4B). The antennas 22A, 22B transmitelectromagnetic fields in a direction perpendicular to the plane of theantenna. In the embodiment of FIG. 4A, metallic material 50 prevents theelectromagnetic fields from reaching the opposite side of the dispenser14. In the embodiment of FIG. 4B, due to the upward angle of theantennas 22A, 22B, the electromagnetic fields are directed from one sideof the antenna downwards toward the fueling side of the dispenser 14,while the electromagnetic fields from the other side of the antenna aredirected up and away from the opposite side of the dispenser. Thesearrangements not only reduce problems associated with reading atransmitter 23,25 located on the far side of the vehicle, but alsoeliminate interference from vehicles at other fueling areas of adjacentservice islands 12.

[0032] The antennas 24A, 24B are preferably mounted within the dispenser14. One antenna 24A or 24B is positioned on either side 48A or 48B,respectively, of the dispenser 14 as shown. Metallic material 52 insidethe dispenser 14 helps prevent the reading of transmitters from thewrong side of the dispenser.

[0033] In one embodiment, only one overhead antenna (22A or 22B) isprovided on each side of the dispenser 14. Other embodiments may use thetwo lower-mounted antennas 24A, 24B instead of, or in addition to, theoverhead antennas 22A, 22B.

[0034] Although not shown, certain embodiments may include an over-rideswitch to allow an attendant or a customer to control operation of thevapor pump 36. Also, additional embodiments may require a power pulse tobe generated by the dispensers 14 to activate the transmitters 23, 25into producing the ORVR-ID data. Although these additional embodimentsare slightly more sophisticated and expensive, they can be synchronizedso that false readings are reduced or eliminated. These embodiments arediscussed in greater detail with respect to the power-pulse scheme,below.

[0035] The Transmitters

[0036] Referring again to FIG. 1, the transmitters 23, 25 are radiofrequency identification tags that are mounted to the vehicle 26. Thetransmitters 23, 25 contain ORVR identification (ORVR-ID) data that isbroadcast in response to various conditions. In one embodiment, theORVR-ID data is broadcast after the transmitters 23, 25 receive apredetermined radio frequency (“RF”) wave (i.e., a power pulse). The RFwave is sent by the receiver/controller 20 housed in one or more of thedispensers 14. This embodiment is discussed in greater detail withrespect to the power-pulse scheme, below.

[0037] In another embodiment, the transmitters 23, 25 transmit theORVR-ID data by their own initiative or as dictated by the vehicle 26.For example, the transmitters can continuously transmit, at certainintervals, the ORVR-ID data. Also, the transmitters may transmit inresponse to specific conditions or to predetermined times, such as whenthe vehicle is stationary and the engine is running plus a period oftime (e.g. 30 minutes) after the engine stops running. Further, thetransmitters may transmit in response to a fuel door (FIG. 5) on thevehicle 26 being opened.

[0038] The ORVR-ID data includes a single bit, with a “high” staterepresenting the existence of the transmitter 23, 25 and hence theon-board ORVR. If no transmitter is within range, no response signal 92will exist, representing an electrical “low” state (not shown). TheORVR-ID data may also include additional bits that represent, forexample, a type of fuel required by, or acceptable to, the vehicle 26.

[0039] Referring to FIG. 5, the high-mounted transmitter 23 may bemounted to a rear window 54 of the vehicle 26 near the side of thevehicle where a fuel door 56 is located. Preferably, the high-mountedtransmitter 23 has a coil (not shown) located on each side of thevehicle. Other possible locations for the high-mounted transmitter 23include inside a head liner 58 of the vehicle 26 or on a package shelf59.

[0040] The low-mounted transmitter 25 may be mounted under the vehicle26 or inside the fuel door 56. It is understood, that most vehicles willonly have one transmitter 23, 25, which may be mounted in otherlocations, depending upon various factors such as transmitter strengthand the particular arrangement of the different antennas. Furthermore,the transmitter 23 or 25 may be incorporated into the vehicle 26,thereby making it seemingly invisible to the vehicle's owner.

[0041] Referring to FIG. 6, functionality of the transmitters 23, 25 maybe illustrated by a coil of wire 60, a pair of capacitors 62 a, 62 b, anoscillator 64 and potentially, a timer 66. The coil 60 may be wrappedaround a ferrite rod (not shown) and is tuned by the capacitors 62 a, 62b. The coil 60 is activated by the oscillator 64, which is turned on andoff by the timer 66. For the embodiments controlled by the vehicle 26,the oscillator 64 is controlled by a control circuit (not shown). In oneembodiment, the coil 60 operates at a relatively low frequency (e.g.,125 KHz) so that it does not interfere with commercial broadcasted radiosignals. Alternatively, a relatively high frequency (e.g., 900 MHz)could be used.

[0042] The Power-Pulse Scheme

[0043] Several embodiments of the present invention may utilize apower-pulse scheme. The receiver/controllers 20 sends out periodic, lowfrequency (about 134.2 kHz), power pulses to the antennas 22A, 22B, 24A,24B. The antennas 22A, 22B, 24A, 24B in turn direct the electromagneticfields generated by the power pulses to particular areas adjacent thedispensers. A power pulse lasts approximately 50 milliseconds (ms) andmay be generated every 90 ms to 140 ms. When a transmitter 23, 25 entersthe electromagnetic field, the energy is collected by the coil in thetransmitter and stored in one of the capacitors. After the power pulseis completed, the transmitter 23, 25 transmits the ORVR-ID data usingthe energy stored in the capacitor. The antennas 22A, 22B, 24A, 24Bmounted to the dispensers 14 read the ORVR-ID data broadcast from thetransmitter 23 or 25 and send the data to the receiver/controllers 20for decoding and further transmission.

[0044]FIG. 7 graphically illustrates the operation of a transmitter 23or 25 in cooperation with a receiver/controller 20. Responsive to thereceiver/controller 20 emitting a power pulse (typically occurring for50 ms), the transmitter 23 or 25 (if within range) will be charged asindicated by the increase in the voltage potential of its capacitor.Once charged, the transmitter 23 or 25 then emits a response signal 68(lasting about 1 ms) thereby sending its ORVR-ID data to thereceiver/controller 20. In the present illustration, the response signal68 represents an electrical “high” value for the ORVR-ID data.

[0045] The ORVR-ID data is then picked up by one of the antennas 22A,22B, 24A, 24B of the receiver/controller 20. Once the data has beenORVR-ID data, the transmitter 23 or 25 continues to discharge itsstorage capacitor thereby resetting the transmitter to make it ready forthe next read cycle. In one embodiment, a “sync time” period between thetransmission pulses lasts for about 20 ms, depending upon the chosencriteria. The next power pulse may be transmitted approximately 20 ms to50 ms after the transmitter 23 or 25 has completed transmitting thedata. As explained further below, synchronization is used to coordinatethe transmission of the power pulses through the various antennas 22A,22B, 24A, 24B of the system 10.

[0046] Other synchronization arrangements are possible depending uponthe number of pumps and their relationship to one another. In oneembodiment, the synchronization does not necessarily need to occur forall antennas but instead will occur only in the case of antennas fordispensing areas that face each other where the energy fields in frontof the antennas might possibly overlap. In another embodiment, a dithersynchronization method may be used. In dither synchronization, the synctime changes for each dispenser. In this way, if there is ever a“collision” of data, such as data transmitted by the transmitter 25 andsimultaneously received by multiple receivers 20, the next time the datais transmitted, there would not be a collision because of the uniquesync times for each receiver.

[0047] According to another embodiment of the invention, it is desirableto transmit the power pulse at a low frequency to charge the capacitorsin transmitters 23 and 25. The transmitters are designed to emit theresponse signals at a higher frequency, such as Ultra High Frequency.

[0048]FIG. 8 illustrates details concerning one type of synchronizationfor the receiver/controllers 20 within the system 10 to avoid crosstalkamong the transmitters 23 that could result in erroneously reading anORVR system in a vehicle that does not have one. A simplified schematicof the system 10 is shown in which the dispensers 14 are labeled aspumps 1-4 and have corresponding receiver/controllers 20-1 to 20-4, eachwith antennas A and B on opposite sides of the pump. To illustrate thecrosstalk problem, the receiver/controllers in pumps 1 and 3 areunsynchronized thus demonstrating the potential for crosstalk caused bya transmitter X being charged by one of the receiver/controllers whenthe transmitter X is located between the pumps. In contrast, thereceiver/controllers in pumps 2 and 4 are synchronized thus solving thecrosstalk problem for a transmitter Y located between the pumps. Thissynchronization is provided by a common clock signal, not shown.

[0049] Pumps 1 and 3 send out power pulses from antennas B and A,respectively, thereby causing the potential for one or both of them tocharge the transmitter X, even though the transmitter X is closer topump 1. Each of the antennas B and A emitting power pulses generates anenergy field extending from the antenna, as represented by lines in thefigure. The energy field in front of each antenna includes a “nearfield” region, a “far field” region, and a “transition zone”therebetween (not shown). There are no sharp dividing lines between thethree regions and somewhat arbitrary limits are set for each regionbased upon the way in which energy spreads as the distance from theantenna increases. In one example, the near field region generallyextends out from the antenna to a distance of λD²/A λ=A/2 λ where D=thediameter of the antenna, A =area of antenna aperture, and λ=wavelength.The distance of the far field region is about five times the length ofthe near field region and occurs at a distance of roughly 2D/22. Thetransition zone is the region therebetween. As shown in FIG. 8, thepossibility exists for overlap of the transition zones or far fieldregions of the antennas B and A for pumps 1 and 3 when the antennas emitpower pulses simultaneously.

[0050] Upon examination of the power pulses emitted from pumps 1 and 3,it is most likely that the Transmitter X will be charged by antenna B inpump 1 because the transmitter is relatively far from pump 3. However,it may end up being charged by the overlap of power pulses from bothpumps 1 and 3 even in a situation where the transmitter is too far fromeither pump to be charged by antenna B or antenna A alone. This canoccur when the energy in the overlapping transition zone or far fieldregions of the antennas, by virtue of their combined strength, issufficiently high. Once the power pulses are completed, if thetransmitter X receives sufficient energy it will transmit its data inresponse. Even though pump 1 is closest to the Transmitter X, it ispossible that pump 3 will also receive the response, thereby resultingin crosstalk. An even worst situation could arise if two transmitterswere in the center lane between pump 1 and pump 2 and the pumps 1 and 3receive the responses from the wrong transmitters resulting in theinappropriate operation of the vapor recovery system 33 (FIG. 1).

[0051] Pumps 2 and 4 send out power pulses from their antennas A and A,respectively. Transmitter Y is too far away to be charged by the energyfield generated by pump 4 alone; and it will not be charged by pump 2,since the power pulse from pump 2 is not in a direction facing thetransmitter. Transmitter Y will only be charged when it receives a powerpulse from antenna B on pump 2 (which will then be the only antennareceiving a response). Such a synchronized system provides betterseparation and higher confidence that the proper response is coming fromthe correct transmitter 23.

[0052] Thus synchronization of the system 10 is accomplished when thereceiver/controllers 20 selectively send out power pulses so that allthe antennas facing the same general direction (e.g. all antennas facingnorth, or facing south, or facing east, or facing west) send out a pulseat the same time, and all antennas facing different-directions do notsend out pulses at that time. This synchronization is accomplished bythe receiver/controllers 20 transmitting pulses from antennas facing onedirection (e.g., antennas A) at a different time than thetransmit/receive cycle of antennas facing a different direction (e.g.,antennas B).

[0053] System Operation

[0054] Referring to FIG. 9 in conjunction with all the previous figures,a method 70 runs in each of the fuel dispensers 14. The method 70 isperformed by the receiver/controller 20, although it is understood thatdifferent and/or separate components may perform one or more steps ofthe method.

[0055] At step 72, the CTRL signal 30 is enabled so that in response tofueling, the vapor pump 36 may turn on. The vapor recovery system 33 canthen recover a quantity of vapor in proportion to the amount of fueldispensed. At step 74, the receiver/controller 20 localizes the vehicle.In one embodiment, the receiver/controller 20 sends out a power pulse.This may be a periodic pulse, or in response to some type of customerinput, such as a fuel type selection or a payment selection. In anotherembodiment, the receiver/controller 20 simply receives the unpromptedORVR-ID data from the transmitter 23, 25.

[0056] If a vehicle 26 with a transmitter 23, 25 is within range ofantennas A and/or B, the transmitter will produce a logical “high”ORVR-ID data. Otherwise, no data pulse (logical “low” ORVR-ID data) isreceived. At step 76, the receiver/controller 20 receives the ORVR-IDdata and determines whether or not an ORVR system is located before thecorresponding dispenser 14. If so, execution proceeds to step 78 wherethe CTRL signal 30 is disabled (the vapor pump 36 is not able to turnon) and at step 80, the indicator 50 is updated to indicate that thevapor recovery system 33 is off. Otherwise, execution proceeds to step82 and the indicator 50 is updated to indicate that the vapor recoverysystem 33 is on.

[0057] At step 84, the receiver/controller 20 determines if thetransmitter 23, 25 has produced additional data. If so, executionproceeds to steps 86 and 88 where the receiver/controller 20 configuresthe vapor pump 36 and indicator 50 accordingly. For example, theadditional data may indicate a type of fuel to be dispensed (minimumoctane level, ethanol/no-ethanol, etc.). Upon completion of step 88, orupon a negative determination at step 84, execution proceed to step 90where the receiver/controller 20 determines if the transaction iscomplete. This can be determined, for example, by a manual or automaticshutoff of the corresponding nozzle 28. If the transaction is complete,execution returns to step 72, otherwise execution returns to step 74.

[0058] Although illustrative embodiments of the present invention havebeen shown and described, a latitude of modification, change andsubstitution is intended in the foregoing disclosure, and in certaininstances, some features of the invention will be employed without acorresponding use of other features. For example, any type ofcommercially available dispensing system may be modified, adapted orreplaced to comprise the system 10. Any number of pumps, islands,antennas, dispensing areas and kiosks may be included as part of thesystem. Many of the method steps and default configurations can bemodified. Certain features are to be modified to meet the specific needsof different competing service station companies. Aspects of theoperational flow of the system may optionally be used or not used.Accordingly, it is appropriate that the appended claims be construedbroadly and in a manner consistent with the scope of the invention.

What is claimed is:
 1. A dispensing method with radio frequency on-boardvapor recovery (ORVR) identification capabilities for controlling asystem for recovering vapor during the dispensing, the methodcomprising: determining whether ORVR identification data has beenreceived, the dispenser including a device for receiving the ORVRidentification data from a transmitter associated with a receptacle; ifthe ORVR identification data has been received, disabling the vaporrecovery system during dispensing.
 2. The method of claim 1 wherein thedetermination of whether the ORVR identification data has been receivedoccurs following initiation of dispensing.
 3. The method of claim 1further comprising: if the ORVR identification data has not beenreceived, enabling the vapor recovery system during dispensing.
 4. Themethod of claim 1 wherein the receiver also emits a radio frequencysignal within the dispenser range and transmission of the ORVRidentification data is responsive to the emitted radio frequency signalbeing received by the transmitter.
 5. A system for selectively disablingan automated process associated with a dispenser, the system comprising:an antenna for receiving a radio signal from a transmitter associatedwith a receptacle within a predefined range of the dispenser; a receiverconnected to the antenna for interpreting the radio signal and providinga control signal in response to the interpreted radio signal; and adisable mechanism for receiving the control signal from the receiver anddisabling the automated process accordingly.
 6. The method of claim 5wherein the antenna also transmits a radio pulse within the dispenserrange and the received radio signal is responsive to the emitted radiofrequency signals received by the transmitter.
 7. The method of claim 6wherein the radio pulse is continually transmitted.
 8. The method ofclaim 6 wherein the radio pulse is transmitted in response to initiationof dispensing.
 9. The method of claim 5 wherein the radio signal isrepeatedly transmitted by the transmitter.
 10. The method of claim 9wherein the radio signal only propagates a relatively short distancefrom the receptacle.
 11. The method of claim 5 wherein the radio signalis responsive to a command from the receptacle.
 12. The method of claim5 wherein the radio signal is responsive to a predetermined condition ofthe receptacle.
 13. The method of claim 5 wherein the automated processis a vapor recovery system, the receptacle is a vehicle, and the radiosignal indicates that the vehicle has an on-board vapor recovery system.14. The method of claim 5 wherein if the control signal is not received,the disabling mechanism does not disable the automated process.
 15. Afuel dispenser comprising: a vapor recovery system for recovering fuelvapors responsive to a fuel being dispensed; a disabling mechanism forpreventing the vapor recovery system from recovering fuel vapors inresponse to receipt of a disable signal; an antenna for detecting aradio frequency signal from a transmitter in a vehicle, the transmitterbeing within a predetermined distance from the fuel dispenser; acontroller for receiving the radio frequency and producing the disablesignal in response thereto.
 16. The dispenser of claim 15 wherein theradio frequency signal indicates that the vehicle includes an on-boardvapor recovery system.
 17. The dispenser of claim 15 wherein the radiofrequency signal operates at a relatively low frequency.
 18. Thedispenser of claim 15 farther comprising: means for indicating to a userwhether or not the vapor recovery system has been disabled.
 19. Thedispenser of claim 15 further comprising: means for allowing a user toover-ride the disable signal.
 20. The dispenser of claim 15 furthercomprising: wherein the antenna also produces a power pulse such thatthe transmitter transmits the radio frequency signal in response to thepower pulse.
 21. The dispenser of claim 20 further comprising: means forsynchronizing the power pulse to prevent unwanted radio signals fromvehicles at other dispensers.
 22. The dispenser of claim 20 wherein themeans for synchronizing synchronizes the dispenser with the otherdispensers.
 23. The dispenser of claim 20 wherein the means forsynchronizing uses a dither synchronization method.
 24. The dispenser ofclaim 15 wherein the controller also selects from among different fueltypes in response to the received radio frequency.
 25. The dispenser ofclaim 15 wherein the received radio frequency contains a plurality ofbits, at least one bit indicating one or more fuel types to bedispensed.
 26. The dispenser of claim 15 wherein the disabling mechanismturns off a vapor pump.
 27. The dispenser of claim 15 wherein thedisabling mechanism is an open/shut valve.